Engine-governor.



,.T. H. WHITING. ENGINE GOVERNOR. APPLIOATION FILED DBG. 2s. 1911.

Patented Aug. 19, 1913.

4 SHEETS-SHEET 1.

7713-6665565 l vweffzzz" oLuMulA PLANOGRAPH Co.. WASHINGTON. n, c.

J. H. WHITING.

ENGINE GOVERNOR.

APPLICATION FILED Dnc. 2s, 1911.

Patented Aug. l, 1913.

4 SHEETS'SHEET 3.y

m l* q COLUMBIA PLANOG RAPH co.. WASHINGTON. D. c4

J. II. WRITING.

ENGINE GOVERNOR.

APPLIOATION FILED 11110.28, 1911..

1,070,646., Patented Aug. 19, 1913.

4 SHEETS-SHEET 4.

r N Mengen" COLUMBIA PLANDGRAPII co1, wAsHxNGToN. n. t:A

UNITED STATES PATENT OFFIC.

TOI-IN H. WHITING, OF BUFFALO, YORK.

ENGINE-GOVERNOR.

invasie.

Application led December 28, 1911.

To @ZZ fro/0m t may concern:

Be it known that I, .loi-IN H. VHITING, a citizen of the United States,residing at Buffalo, in the county of Erie and State of New York, haveinvented new and useful Improvements in Engine Governors, of which thefollowing is a specification.

This invention relates to a governor which is more particularly designedfor rotary steam engines but which may also be used to advantage inother types of engines and also in engines which are actuatedby othermotive agents. In the governors heretofore in use for engines of thischaracter the steam valve has been so actuated that when the speed ofthe engine increased a cut oif action is produced both at the openingand closing ends of the movement of the steam valve. In other words theinlet valve, in the case of a steam engine, was not opened by thegovernor until the piston had effected the initial part of a workingstroke and was closed before the piston completed this stroke. This isobjectionable because the delaying of the admission of steam to thecylinder after the normal period of steam intake causes the pistons tomake a partial idle movement, whereby the full working efliciency of thesteam is not obtained and the power output of the engine iscorrespondingly reduced.

It is the object of this invention to provide a governor for rotary andother engines in which the valve is so operated that no cut off of steamoccurs at the beginning of the stroke of a piston and all the cutting ois eected during the last part of t-he stroke of the piston both whenrunning at slow or high speeds, whereby the pressure of the steam isutilized to better advantage for developing power, and greater economyin fuel consumption is eected.

In the accompanying drawings consisting of 4 sheets: Figure l is an endelevation of my improved governor applied to a rotary engine. Fig. 2 isa vertical transverse sec. tion thereof taken in line 2 2, Fig. 1, andshowing the main elements of a rotary engine which are associated withthe governor. Fig. 3 is a vertical transverse section taken in line 8 3,Fig. 2, looking in the direction of the arrow associated with this line.Fig. 4 is a vertical longitudinal section showing a modified form ofgovernor embodying my invention, the section being taken in lineSpecification of Letters Patent.

Patented Aug. i9, 19131..

serial No. 668,235.

4 4, Fig. 5. Fig. 5 is a vertical transverse section taken in line 5 5,Fig. 4. Fig. 6 is a vertical longitudinal section showing anothermodification of my invention and taken 1n line 6 6, Fig. 7. Fig. 7 is anend elevation of the construction shown in the last mentioned figure.Fig. 8 is a diagrammatic view of the engine governor.

Similar characters of reference indicate corresponding parts throughoutthe several views.

Although my improved governor is applicable to various kinds of enginesoperated either by steam or other actuating medium the same is shown inthe drawings in connection with a rotary steam engine which comprises ahorizontal steam cylinder l provided in its side at diderent points ofits periphery with the steam inlet port or passage 2 and a steam outletport or exhaust passage 3, a rotary piston carrier 4 of cylindrical formarranged eccentrically within the cylinder so as to engage at one sidewith an abutment 5 formed on one side of the cylinder but separatedtherefrom at all other points, radially movable pistons or piston wings6 guided in suitable ways on the piston carrier and engaging with thebore of the cylinder, a horizontal power or driving shaft 7 upon whichthe piston carrier is mounted and which is journaled in suitablebearings on the heads of the cylinder, an oscillating steam inlet valve8 arranged within a cylindrical seat 9 formed in the steam inlet port orpassage, and a valve shaft l0 connected with the steam valve andarranged parallel with the power shaft 7.

The steam valve is operated by motion derived from the main shaft insuch manner that the valve moves in one direction and uncovers the steamport just after one of the piston wings has passed beyond the deliveryend of the steam port, then closes the valve during the last part of thestroke of the piston and then again opens the valve when the otherpiston has passed from the abutment to a point beyond the delivery endof the steam port, this o-peration being well known in this type ofengines.

My improved governor which operates the steam valve is constructed asfollows: Referring to Figs. 1-3, 11 represents a rota table supportmounted on the outer end of the engine shaft 7 this support in the presnent instance being constructed in the shape of a fly wheel whichoperates to carry the engine over the dead center in the 4direction ofthe arrow in Fig. 1. Onfits outer side this fly wheel is provided with aprimary crank bearing journal or pin 12, the axis vof which is arrangedon one side of the axisk of the main shaft and fiy wheel but paralleltherewith. That portion of the fiy wheel adjacent to the driving shaftand primary crank Journal forms a primary crank arm which connects thisshaft and crank ournal. On this p-rimary crank Journal or pin is mounteda secondary crank arm or collar 13 which is capable of turning on thispin but4 held against axial movement relatively therei to by engagingits inner side with the web of the wheel and its outer side with aretaining disk 14 which is secured to the outer end of hanging the outerend of the primary crank g pin and provided with a seconda-ry crank:bearing Journal or pin 17 the axis of which is arranged on one side ofbut parallel with the axis of the pivotal connection between thesecondary crank arm or collar 18 and the crank pin 1Q of the wheel whichturns with the main shaft. The distance from the axis of the main shaftand wheel to the axis of the pivotal connection between the wheel andthe secondary crank arm or collar 13 is the same as the distance fromthe axis of this pivotal connection to the axis of the secondary crankournal or pin 17. lt follows from this construction that by turning thesecondary crank arm or collar 13 outwardly on the primary crank pin 12that the secondary crank pin 17 will be carried away from the axis ofthe main shaft and wheel and thereby produce a crank effect uponanything which is connected with the secondary crank pin, while uponturning the secondary crank arm or collar 13 inwardly the axis of thesecondary crank pin 17 may be brought to coincide with the axis of themain shaft so that the secondary crank pin is perfectly neutral and anyparts connected therewith will in this position of this pin be held atrest, notwithstanding the rotation of the main shaft and associatedparts. The secondary crank pin 17 is operatively connected with thesteam valve by means of a rock arm 18 secured to the outer end of thevalve shaft, and a pitinan or connecting rod 19 pivotally connected atits lower end with the valve rock arm while its opposite end ispivotally mounted on the secondary crank pin. The secondary crank arm orcollar 13 is moved in the ldirection for carryii'ig the secondary crankpin 17 toward the axis of the main shaft by means of a governor weightlever 2O which is pivoted on the adjacent` outer side of the fly wheeland connected by a link 21 with the crank collar 13 and the reversemovement of the latter for causing the secondary crank pin 17 to moveaway from the axis of the main shaft is produced by means of a spring 22connecting the governor weight lever with the adjacent part of the flywheel.

Uponstarting the engine the weight lever S20V is moved intoitsyinnermost position by means of the spring 2Q and the secondary crankpin 17 is arranged farthest from the axis of the main shaft, whereby themaximum throw of the secondary crank 17 is obtained and the steam valveis rocked the `greatest distance alternately in opposite directions fromits central position, and steam is -admitted for the longest period oftime into thecylinder after each piston wing passes beyond the deliveryend of the steam port.

As the speed of the engine increases the weight lever 20 is thrownoutwardly by centrifugal force and causes the secondary crank arm orcollar 13 to turn in a direction opposite to that of the main shaft andfly wheel, whereby the secondary crank pin 17 is moved toward the axisof the main shaft, thereby reducing the throw of this crank and alsoreducing the extent of movement of the steam valve from opposite sidesof its central position, whereby the admission of steam iscorrespondingly cut off from the cylinder before the piston wings ieaclithe end of their strokes. Inasinuch, however, as the secondary crank pin17 during this cutting off operationV approaches the axis of the mainshaft on a curved line which is concentric with the axis of the vprimarycrank the steam valve is always in its central position at the beginningof the stroke of one. or the other of the piston wings and this valvewill always be open at the beginning vof the stroke of a piston wing soasto enable the steam which is admitted to operate effectively andpromptly on the piston wings bef fore they have effected any portion ofan idle movement. Furthermore, by mounting the secondary crank pin inthe manner ind-icated the arc through which the steam valve oscillatesis cut off at both ends when the engine gathers speed but the time atwhich the valve is in its central position always remains the same,thereby causing the steam to Ibe cut off only at the tail end of thestroke of each piston wing for the purpose of reducing the speed of theengine, without, however, at this time effecting an unnecessary Vsteamconsumption or expending steam from which no power is derived.

When the speed of the engine rises above the normal the secondary crankpin is moved by'the action of the centrifugal weight lever into aposition in which its axis is in line with the axis of the main shaft ofthe fly wheel, at which time the secondary crank pin is neutral and therocking steam valve is held in its central position indicated by dottedlines in Fig. 3 in which steam is cut off from the supply or inlet portand neither of the pistons takes steam after passing the dclivery end ofthe steam port. As soon, however, as the speed of the engine is againreduced by the shutting off of the steam supply the secondary crank pin17 again moves on a curved line away from the axis of the main shaft,thereby causing the steam valve to again be oscillated and movealternately away from one side and then away from the other side of thesteam port in the cylinder to admit steam to the latter as the pistonwings successively pass beyond the steam port. By thus admitting thesteam always at the beginning of the stroke of each piston wing andeffecting the regulation of the steam supply by cutting off theadmission of steam at the tail end of the stroke of these pistons, aconsiderable economy in the use of the steam is elfected, as well as acorresponding saving in the consumption of fuel which is an importantitem where considerable power is required.

In governor mechanisms of this character as heretofore constructed thethrow of the secondary crank pin was the same or less than the throw ofthe governor weight arm or lever. rlhis is objectionable because themovement capable of being imparted to the steam valve by this meansnecessitated cutting olf communication between the cylinder and thesteam inlet at the beginning as well as at the end of the stroke of eachwing with the result that the initial part of the stroke of the wingproduced a partial vacuum behind the wing up to the time of theadmission of the steam, thereby producing a back pressure or retardingeffect on the engine and reducing the output or elliciency of the engineaccordingly. ln the present construction the throw of the weight arm orlever is multiplied as it is transmitted to the secondary crank arm andcrank pin so that the latter moves through a longer or greater arc whilethe governor weight arm moves through a shorter or smaller arc. A. muchlonger range of regulating movement is thus obtained by thisorganization` which permits of so timing the valve that the same alwayscloses the steam port at the time that a wing or piston is over thisport or in line therewith and then immediately begins to open the steamport after the wing has passed the same, thereby preventing a retardingaction at this time and enabling the full pressure of the steam to beimmediately utilized upon entering the cylinder behind the wing. Thecutting olf of the steam supply is always and wholly effected at thetail end or last part of the stroke of the wing so that the steam ispermitted to operate expansively upon the wing thereafter. This mannerof operating the steam valve is possible owing to the greater length ofarc through which the secondary crank pin is moved while the weightlever is swinging through an arc of less length, this increased throw ofthe secondary crank bcing due to the fact that the distance from thecenter of the primary crank pin 12 to the center of the secondary crankpin 17 is less than the distance from the axis of the weight lever 2O onthe wheel 11 to the axis of the pivotal connection between the weightlever and the secondary crank arm or collar 13, as clearly shown in thediagral'nmatic F ig. 8. ln the present organization the secondary crankarm moves through an are of approximately 90 degrees while in enginegovernors of this character as heretofore constructed the movement ofthe secondary cra-nk arm has been approximately 15 degrecs.

In the construction of the governor represented in Figs. 1, 2 and 3 thegovernor mechanism is applied to the outer side of the fly wheel. lfdesired, the governor mechanism may also be organized so as to becapable of application to the inner side of the fly wheel, as shown inFigs. l and 5. In this last mentioned construction the primary crank pin23 .mounted on the inner side of the fly wheel 2-land is considerablylarger in diameter' than that shown in Fig. 2 so as to permit ofembracing the adjacent part of the main shaft. The lrank collar 25 inthe construction shown in Figs. -t and 5 is, however, made somewhatsmaller than the corresponding collar in Fig. 2 and is mounted on theenlarged primary crank pin 23. At its inner end the crank collar 25 isprovided with an enlarged eccentric or' secondary crank 26 which has itsaxis at one side of the axis of the primary crank 23 and its peripheryis embraced by an eccentric strap 27 which is connected to a rod 2Sadapted to operate the valve rock arm as in the construction shown inFigs. 1-8. The distance from the axis of the secondary crank 2G to theaxis of the primary crank 23 is the same as the distance from the axisof the primary crank 23 to the. axis of the main shaft 29 which carriesthe iiy wheel 2li, so that the regulating effect of these parts upon thesteam valve is the same as in the construction shown in Figs. l-3. Theinward movement of the secondary crank 26 in a curved line toward theaxis of the main shaft 29 is produced by means of a weight governorlever 30 pivoted on the fly wheel 24 and connected by means of a link 31with the crank collar 25, and the movement of this secondary crank awayfrom the axis of the main shaft is effected by means of a spring B2connecting the weight lever with the fly wheel 24.

Instead of effecting the pivotal connection between the fly wheel andthe crank collar which carries the secondary crank by means of a primarycrank entering an opening in the crank collar, as shown in Figs. 1 5,the same effect can be produced by reversing this pivotal connectionbetween the crank collar and the iy wheel, as shown in Figs. G and 7. Inthis last mentioned construction a ciank collar or disk 33 carries thesecondary crank pin Set to which the valve actuating rod is pivoted andthis disk is rotativcly mouiited in a circular socket or bearing 36which is arranged on the outer side of the fly wheel 37 and in which thecrank disk is retained by means of a retaining ring 38 engaging with.the outer side of the crank disk 33 and secured to the adjacent part ofthe fly wheel. In this arrangement the axis of the crank disk is also onone side of the axis of the main shaft and the distance from the axis ofthis crank disk to the axis of the main shaft is the same as thedistance from the crank disk to the axis of the secondary crank.

Instead of employing but a single governor lever, as shown in Figs. l-5,two of such levers 39, as shown in lF ig. 7, may be mounted ou the flywheel on opposite sides of the axis of the main shaft and each con--nected by means of a link t() with the crank disk and also with a springal mounted on the wheel for yieldingly holding the lever in itsinnermost position.

I claim as my invention:

l. In an engine governor, the combina-- tion of a rotary driving shaft,a primary bearing mounted on the driving shaft and having its axisarranged on one side of the axis of said shaft, a secondary bearingpivotally mounted on said prin'iary bearing and having' its axisarranged on oneside of the axis of the primary bearing, a valve, aconnection between said valve and secondary bearing, a governor weightpivotally mounted on said shaft, and means operatively connecting saidsecondary bearing and governor weight and constructed to swing thesecondary bearing on the pritween said valve and said secondary crankjournal, a governor weight arm pivotally mounted on said shaft on oneside of the axis of the latter, and means connecting said governorweight arm and secondary arm and constructed to cause the governorweight arm upon moving a certain number of degrees to move the secondaryarm a greater number' of degrees.

3. In an engine governor, the co1nbination of a rotary driving shaft, aprimary arm connected with said shaft, a primary crank journal mountedon said primary arm on one side of the center of said shaft, a secondaryarm pivoted on said primary crank journal, a secondary crank journalmounted on the secondary arm and capable of swinging laterally towardand from the axis of said shaft, a valve, a connection loetween saidvalve and said secondary crank journal, a governor weight arm pivotallymounted on said shaft on one side of the axis of the latter, and a linkconnecting said governor weight arm and said secondary crank arm, thedistance from the primary crank ournal to the pivotal connection betweensaid link and the secondary arm being yless than the distance from thepivotal connection of the governor weight arm and the shaft to thepivotal connection between the governor weight arm and said link.

lVitness my hand this 23rd day of December, 191.1.

IGI-IN I-I. 1\'l.7IIII`INGr. VJitnesses Trino. L. Pori), ANN, Illinois.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents, Washington, D. C.

